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A method is presented for determining if the connector adaptor assembly (CAA) for a particular unit, as determined by Coordinate Measurement Machine (CMM), is suitable for use in an Alternate Configuration (AC).
As part of the U.S. DOE EVs@Scale consortium Next-Generation Profiles project, results and analysis from the characterization of high-power conductive and wireless charging infrastructure are presented. This characterization was conducted over a wide range of DC output current and DC voltage charging for nominal test conditions and off-nominal test conditions. Test plans and procedures were developed to define the test configurations and requirements, measurement parameters, and test procedures used throughout testing. Results from a 2023 study conducted on electric vehicle supply equipment (EVSE) characterization by Idaho National Laboratory (INL) and Oak Ridge National Laboratory (ORNL) include one 350 kW capable EVSE using a liquid-cooled combined charging system-1 (CCS-1, North American version) cable and connector and an ORNL-developed 100-kW polyphase wireless charger. Characterization results during nominal operation show the AC-to-DC power transfer efficiency for the 350kW conductive EVSE is 95.1% peak and is >92% when the AC power is at least 50 kW. The power quality of the 350 kW conductive EVSE is also measured during nominal conditions. The power factor is >0.91 for power transfer above 50 kW AC input during nominal conditions with a maximum power factor of 0.975. The AC current harmonics produced by the EVSE as measured at the AC input connection to the EVSE is <25% harmonics for power transfer greater than 50 kW and <10% harmonics for power transfer greater than 180 kW.
The purpose of the project was to complete testing of Shine Technologies LLC’s prototype power system called “Juicebox 3.0.” Testing of the prototype using NREL’s hardware-in-the-loop capabilities, including a DC power supply programmed to simulate PV module output and provide the JuiceBox 3.0 at the specified power level and with a load bank of sufficient capacity to mimic DC and AC loads connected to the outlets of the Juicebox 3.0. The unit is provided with SAE wire connectors. A photo of a JuiceBox 3.0 unit is shown in Figure 1 below.
Although more established for light-duty vehicles (LDVs), advancements in electric vehicle (EV) charging technology are being made in the medium- and heavy-duty (MD/HD) sector. Progress is also being made with the electrification of MD/HD vehicles, including transit buses, school buses, MD trucks, and HD trucks. The diverse set of operational requirements and duty cycles for each vocation, as well as the range in the size of fleets, present unique charging and infrastructure requirements. This report focuses on charging requirements for MD/HD vehicles and synergies with LDV infrastructure. This analysis leans toward the qualitative rather than quantitative because relevant model inputs are in development and will not be established for a few years, as EV deployments are more mature in the LDV sectors than MD/HD. The report begins with an overview of MD/HD vehicle classes and types of charging, including depot and residential charging, among others (Section 2). Section 3 analyzes the home bases (overnight dwell locations) of existing MD/HD vehicles, with an emphasis on depot and residential home bases, and discusses implications for charging infrastructure. Section 4 discusses the key characteristics for determining if, when, and where MD/HD vehicles can leverage LDV charging infrastructure rather than requiring dedicated chargers. These considerations include electricity demand, connectors, physical space requirements, payment considerations, and impacts on the grid. Section 5 summarizes shared characteristics for MD/HD vehicles that are appropriate for near-term electrification and includes a summary of the outlook of the electric MD/HD vehicle market. The conclusion (Section 6) summarizes the report's findings and outlines areas for future research.
Improving the ability of drivers to easily locate working and available chargers is key to improving the public charging experience. Electric vehicle charging providers who are recipients of federal funds through the National Electric Vehicle Infrastructure (NEVI) Formula Program, Charging and Fueling Infrastructure (CFI) Discretionary Grant Program, and other funding programs as identified under Title 23 of the U.S. Code must deploy and maintain an application programming interface (API) to access information about charging stations they operate.1 This includes information about individual charging ports, pricing, and availability in accordance with the Federal Highway Administration’s National Electric Vehicle Infrastructure Standards and Requirements, 23 CFR 680.116(c), herein referred to as the minimum standards (Federal Highway Administration 2023). Specifically outlined in the minimum standards, states and other designated recipients are required to ensure that charging station information including location, connector type, power level, real-time status, and real-time price to charge are available free of charge to third-party software developers through an API. These requirements are intended to enable effective communication with consumers about available charging stations and help consumers make informed decisions about trip planning, including when and where to charge. This document provides a standardized protocol for how to structure data, data update frequency, and practices for making the data required to be shared via API usable for improving public transparency and the customer experience. These are recommendations only and do not modify the Federal Highway Administration’s minimum standards in any way.
Photovoltaic (PV) systems are essential for the transition to sustainable energy, reducing fossil fuel dependence and mitigating climate change. Although PV requires minimal land area — PV can meet the European Union's energy needs using only 0.26% of its land — space for deployment is often scarce in densely populated regions. Floating photovoltaics (FPV) offer an effective solution to land-use challenges by installing PV systems on floating structures in water bodies. FPV is a growing niche within PV with a cumulative installed capacity reaching 7.7 GW globally by 2023. Almost 90% of the installed FPV capacity is in Asia, with close to 50% of in China alone, while the Netherlands and France are the largest markets outside Asia. FPV shows strong potential to support climate targets, but still faces challenges like regulatory barriers, cost competitiveness compared to ground-based PV (GPV), and uncertainties about environmental impacts and system reliability. FPV systems are currently installed mainly on sheltered inland waters, such as quarry lakes, irrigation ponds and reservoirs. FPV technical standards are still being developed. Guidelines have been published by the World Bank, DNV, and Solar Power Europe, and emerging national standards from South Korea, China, and Singapore address design, components, and safety. The International Electrotechnical Commission (IEC) is working on formal standards for floats, mooring systems, and electrical connectors. However, the published best practices lack quantitative guidance for yield modelling and reliability, which this report aims to address. It provides data-driven insights, models, and parameters essential for accurate energy yield, reliability, and maintenance predictions over FPV systems' lifetimes.
The overall technical goal of the project was to demonstrate an all-electric bi-directional non-tactical fleet at Marine Corps Air Station (MCAS) Miramar that was integrated and controlled with other distributed energy resources (DERs) (i.e., PV, stationary battery, and building loads) to provide resilience to critical electric loads in the event of grid outages, to minimize charging costs, and to provide economic energy resources to electricity markets. In this project, the specific, technical objectives were: 1. Demonstrate that bi-directional electric vehicles can provide critical complementary services to fixed storage batteries in microgrid applications while performing function as non-tactical vehicles. 2. Demonstrate participation of bi-directional (V2G) and unidirectional (V1G) PEVs for demand management and minimization of charging costs. 3. Demonstrate integration of multiple DERs for grid service participation. US Marine Corps Air Station (MCAS) Miramar in San Diego was the site of this electric vehicle-to-microgrid-utility grid test and demonstration project. Existing microgrid assets in this study included (1) a public works building; (2) a 30-kW rooftop photovoltaic (PV) system and (3) a separate 250 kW carport PV system. In this project, six bi-directional V2G vans were located at the MCAS Miramar’s showcase building-scale microgrid to develop and test technical capabilities that V2G can provide in microgrid applications (e.g., cost reduction and resiliency). These resources provided aggregated demand management and simulated participation in current retail DR programs. The vehicles used in this demonstration were selected because they provided functionality that MCAS Miramar needed, 15 passenger transport and facilities work cargo carrying capacity, and bi-directional charging capability that the research project required. All vehicles in this study were manufactured and distributed by VIA Motors, Inc. There were six vehicles total and each was VIA’s VTRUX eREV V2G model, a modified General Motors Chevrolet 2500 2WD van. Three of the vans were configured as passenger vans and the other three were configured as cargo vans. Each van had an on-board bi-direcrtional inverter/charger, Bel Power Solutions model 350INVCHGT150-120-240-8G nominally rated at +/-15 kW. The VIA van’s charging connector follows the J1772 charging protocol. The bi-directional EVSEs demonstrated in this study were manufactured by Coritech, Inc. Each VGI-80-AC charging station enabled enhanced V2G charging capability to a Clipper Creek CS-100 charging module. The enhanced capabilities included ethernet communication following the SEP2.0 protocol with a distributed energy resource function set and an operator screen displaying real-time SOC, voltage, and current. The VGI-80-AC charging stations are classified as level 2 with a maximum current output of 80 A or effectively 19 kW. The VIA van’s onboard charger limited the charging and discharging power to 15 kW in each direction. A control computer was installed in the EWOC and connected to an existing monitor. The V2G control communication network was a completely stand-alone closed system that did not have any connection to any other networks on the base. A cybersecure remote communication connection was created with a cellular modem, firewall hardware, and a virtual private network configuration.
We assemble bounding formulas for the interior fields and pin voltages inside a cylindrical coaxial Faraday cage which has been struck by lightning. Approximate formulas for penetrations through a circumferential door slot with subsequent coupling to the interior center conductor structure. Fields at the opposite open end are estimated and used to drive a capped connector and estimate interior pin voltages. Finally, penetrations through small circular holes and direct diffusion through the barrier are also addressed.
GAIN Project CRADA Number NFE-21-08839, entitled “SMR Containment Cable and EPA System” was initiated by the partnership of Oak Ridge National Laboratory (ORNL) and Engineered Solutions Group (ESG) to test an ESG-designed Electrical Penetration Assembly and Containment Cabling System Qualified for not only legacy LWR designs, but also Small Modular Reactors designs currently being designed by several different suppliers. This project was undertaken to fill the equipment gap of EPA and Cabling Systems that require much more severe environmental requirements than legacy plant applications present due to their smaller containment volumes that result in high energy densities compared to legacy designs. This high energy density results in severe accident environments and more severe normal operating conditions as well. We developed two approaches to qualify Electrical Penetration Assembly (EPA) and Containment Cabling Systems for SMRs and Advanced Reactors. We take into consideration the more severe environmental parameters found with SMR designs. The system will need to meet a qualification test program addressing wear/cyclic aging, potential radiation exposure, thermal aging, vibration aging, thermal cycling, seismic qualification, electrical fault testing (per IEEE 317) and accident simulation. The equipment must meet the requirements of 10CFR50.49, GDC 50 in 10CFR50 Appendix A, and 10CFR50 Appendix J. NRC Regulatory Guides (RGs) identify an acceptable way of meeting regulatory requirements. RGs frequently endorse a standard for meeting these requirements. Specific to this review, equipment would be qualified in accordance with the following IEEE Standards. • IEEE 317-2013 (Electrical Penetration Assemblies), which is endorsed by RG 1.63, Rev. 3, • IEEE 323-2003 and the more current IEC/IEEE 60780-323 (Environmental Qualification of 1E Equipment) which is endorsed by RG 1.89. IEEE 323-2003 is endorsed by RG 1.209, • IEEE 344-2020 (Seismic Qualification. The 2013 version endorsed by RG 1.100, Rev. 4, with exceptions), • IEEE 383-2015 (Electrical Cables) (which is endorsed by RG 1.189 Rev. 4 and the -2003 version endorsed by RG 1.211 rev. 0), • IEEE 572-2019 (Electrical Connectors and Assemblies), which is endorsed by 1.156 Rev 1, and • [IEEE 1202 (endorsed by RG 1.189) would normally be applicable but the advanced cable designs are impervious to this cable flame test.] The primary goal of such a program is to provide an EPA design that can meet the qualification requirements for all legacy light water reactor plants currently operating as well as new plant designs including light water Small Modular Reactors. Thus, these requirements are applicable to plants licensed under 10CFR50 and 10CFR52. Other reactor designs may be evaluated, and this test system and qualification method applied to those applications if the requirements would satisfy the requirements of the intended plant. A secondary benefit of this work is to document some of the history and background in these requirements as there have been recent delays in an SMR licensing process due to NRC Requests for Additional Information in this subject matter area.
An emerging trend in advanced manufacturing is printed electronics and sensors. The ability to print customized electronics and sensors integrated into functional packages is a growing need within a variety of growing markets such as smart manufacturing, internet of things (IoT), and the small satellite industry. Both Oak Ridge National Laboratory (ORNL) and the MITRE Corporation have seedling research efforts evaluating the potential for future printed electronic systems. High frequency, wide-bandwidth phased array antennas (i.e. >45 GHz) open the door to new applications. However, such sensors require currently prohibitively small feature sizes for commercial 3D printing technologies along with increasing challenges with connecting the driving electronics to such features. An additional finding with related advanced manufacturing challenges is the rapid production of 3D additive connectors for integration with commercial printed circuit boards (PCBs), primarily for advanced in-circuit inspection techniques. This work is developing additive manufacturing processes for producing connected and conductive fine scale 3D features. The primary focus was on aerosol-jet printing (AJP), which has a small minimum resolution (<50 µm) but is traditionally printed flat with small height/width aspect ratios <<1, and developing controls to enable fully 3D, high aspect ratio, and unsupported features. In Phase 1 of this effort, baselines of process performance were characterized, and test coupons produced for both ultra-high frequency antennas and microstructures to support reverse engineering of PCBs. In Phase 2, these efforts will be extended for system demonstration of ultra-high frequency antenna arrays, as well as reverse engineering circuitry for dense PCBs.
This report outlines multiple avenues of analysis of electrical faults associated with electric vehicles (EVs) during charging, focusing specifically on the interactions between EVs and EV supply equipment (EVSE). Key concerns include the identification and mitigation of overtemperature events that can result in fires, which are commonly initiated by localized heating of connectors, wiring, or high-impedance fault current paths.
Photon Detection System Calibration for DUNE Not scheduled 20m Conference Center (University of California, Irvine) Poster New Technologies for Neutrino Physics Poster session Speaker Denis Torres (South Dakota School of Mines and Technology) Description The Deep Underground Neutrino Experiment (DUNE) is a long baseline neutrino oscillation experiment that relies on a precise Photon Detection System (PDS) to provide accurate timing information, enhance sensitivity to low-energy and non-beam events, and support detector performance studies in liquid argon time projection chambers. Achieving these goals requires a well-understood and stable optical calibration strategy that operates reliably under cryogenic conditions. In this poster, I will present PDS calibration studies performed in ProtoDUNE, focusing on the characterization of the ultraviolet (UV) light calibration system and key optical components in the light-delivery chain. I will discuss measurements of optical fiber transmission, SMA-to-SMA connector and feedthrough interface losses, and diffuser assemblies, emphasizing wavelength dependence, attenuation, and performance under cryogenic thermal cycling and stability tests. These studies provide quantitative inputs for understanding light transport, uniformity, and long-term reliability of the PDS in large-scale liquid argon detectors, and they directly inform calibration strategies for the DUNE Far Detector.
Fermi National Accelerator Laboratory's CAPTAN (Compact And Programmable daTa Acquisition Node) series provides a flexible hardware platform for data acquisition across a range of experiments and facilities. The latest iteration, CAPTAN+X, is built around a Kintex-7 FPGA supporting four FPGA Mezzanine Card (FMC) connections. As part of a broader laboratory effort to bring facility systems under a Model-Based Systems Engineering (MBSE) framework, CAPTAN+X is one of several systems slated to be incorporated into this modeling environment in the near term. A necessary step toward that goal is incorporating the platform's core functionality, which centers on integration with the LXD31K4 FMC, a data converter module combining dual AD9652 analog-to-digital converters and dual AD9142A digital-to-analog converters. Achieving compatibility required resolving pin-mapping conflicts between the LXD31K4's High Pin Count connector and the CAPTAN+X's available pin types, adapting a Board Support Project originally written for an UltraScale-class evaluation board to the Kintex-7 architecture, replacing incompatible primitives, restructuring clock distribution, and manually configuring chip initialization in place of an unsupported soft-processor-based approach. Functional verification of the ADC and DAC channels, followed by closed-loop testing combining both converters with real-time filtering, confirmed correct operation of the integrated system. These results establish a working hardware and firmware baseline for the CAPTAN+X platform, positioning it for future inclusion in the laboratory's growing MBSE modeling effort.
The Mu2e electromagnetic calorimeter has been designed to measure ~100 MeV electrons with energy resolution σE/E <10%, time resolution σt < 500ps and position resolution σx < 1cm. The detector is composed of 1348 un-doped CsI crystals coupled to two large area Silicon Photomultipliers (SiPMs). Each SiPM is connected to a Front End Electronics (FEE) chip which hosts the shaping amplifier and the high voltage linear regulator. A group of 20 FEE is controlled by one Mezzanine Board (MB) which transmits the amplified signals to one Digitizer ReAdout Controller board (DiRAC). The DiRAC samples the waveforms at 200 MHz with 12-bit ADCs, packs the data according to the Mu2e custom format and transmits them to the event builder through an optical transceiver. To limit the number of pass-through connectors and the length of the cables, the readout and digitization electronics is located inside the detector cryostat and close to the interaction target. The boards will have to sustain a neutron fluence of about 5x10 10 n/cm 2 @ 1 MeVeq (Si)/y and a Total Ionizing Dose of about 12 krad, while working into a 1T magnetic field and a vacuum of 10 (-4) Torr. This harsh operational environment has made the electronics design challenging and required an extended campaign of tests to select and qualify the employed electronic components. In this paper we report on the board architecture and design, on the qualification of the prototypes, as well as on the results of the first vertical slice test of the Mu2e calorimeter.
With the advent of an increasing number of control strategies that seek to optimize wind turbine performance on a farm level, taking into account individual wind turbine information to achieve wind-farm-level objectives has become an increasingly important goal. Methods for controlling wind turbines on an individual and farm level have experienced significant development, and an abundance of new implementations for gathering and using data from turbines have created potential for novel control mechanisms that can further optimize the performance and delivery characteristics of a wind farm. A key element of making these wind farms more efficient is to develop reliable algorithms that use local sensor information that is already being collected, such as from local meteorological stations, nearby radars, sodars, and lidars, and supervisory control and data acquisition (SCADA) data. Making use of information from all wind turbines in a wind farm can enable such approaches as determining the atmospheric conditions across the farm, improving fault-finding, and ensuring more efficient overall control of farmwide optimizations through mechanisms such as wake steering. However, these approaches typically involve a centralized communications and control center. In order to ensure the resilient operation of the farm, it is necessary to develop an approach that distributes the calculation and communication amongst multiple nodes throughout the farm. In this fashion, a redundant, robust, and secure network can be created, which can tolerate faults in calculation, communication, and even external attacks that seek to disrupt the operation of the wind farm. This paper introduces the use of the Raft-Byzantine-Fault-Tolerant algorithm in the implementation of autonomous control of a wind farm. This implementation will allow for fault tolerance for malfunctioning nodes, sensors, transmitters, and connectors. This approach is equally extensible to account for malicious actors. It will...
One approach for mitigation of stainless steel (SS) spent fuel canisters (SFCs) is to coat the welds or even the entire SFC with a cold-sprayed nickel coating. The coating can serve as a magnetostrictive interface between an electromagnetic acoustic transducer (EMAT) and the SS plate material. The EMAT can send ultrasound into the canister and “listen” for reflections caused by chloride-initiated stress corrosion cracking (CISCC) or other damage mechanisms that may lead to leaks if undetected and unmitigated. Here, this project outlines an approach for monitoring the integrity of SFCs using magnetostrictive EMAT sensors, which emit and detect discontinuity-initiated reflections indicative of pits or cracks likely arising from CISCC. Flat 13 mm SS plates with welds similar to actual canister welds were prepared, with flat-bottom holes 3 mm and 6 mm deep and 6 mm in diameter placed within the weld heat-affected zone (HAZ). The most effective sensor configurations were able to detect critical discontinuities more than 2 m away. Although a single sensor could be robotically deployed, the large volume covered by each sensor could support a small number of permanently mounted sensors, equipped with an external connector for periodic interrogation. The HAZ of a hypothetical SFC cylindrical surface could be effectively monitored with just 16 sensors.
Microbial-mediated utilization of particulate organic matter (POM) during its downward transport from the surface to the deep ocean constitutes a critical component of the global ocean carbon cycle. However, it remains unclear as to how high hydrostatic pressure (HHP) and low temperature (LT) with the sinking particles affects community structure and network interactions of the particle-attached microorganisms (PAM) and those free-living microorganisms (FLM) in the surrounding water. In this study, we investigated microbial succession and network interactions in experiments simulating POM sinking in the ocean. Diatom-derived 13C- and 12C-labeled POM were used to incubate surface water microbial communities from the East China Sea (ECS) under pressure (temperature) of 0.1 (25 °C), 20 (4 °C), and 40 (4 °C) MPa (megapascal). Our results show that the diversity and species richness of the PAM and FLM communities decreased significantly with HHP and LT. Microbial community analysis indicated an increase in the relative abundance of Bacteroidetes at high pressure (40 MPa), mostly at the expense of Gammaproteobacteria, Alphaproteobacteria, and Gracilibacteria at atmospheric pressure. Hydrostatic pressure and temperature affected lifestyle preferences between particle-attached (PA) and free-living (FL) microbes. Ecological network analysis showed that HHP and LT enhanced microbial network interactions and resulted in higher vulnerability to networks of the PAM communities and more resilience of those of the FLM communities. Most interestingly, the PAM communities occupied most of the module hubs of the networks, whereas the FLM communities mainly served as connectors of the modules, suggesting their different ecological roles of the two groups of microbes. These results provided novel insights into how HHP and LT affected microbial community dynamics, ecological networks during POM sinking, and the implications for carbon cycling in the ocean.
The Dark Energy Spectroscopic Instrument (DESI) is a revolutionary instrument designed for precise measurements of cosmic distances and the investigation of dark energy. DESI utilizes 5000 optical fibers to simultaneously measure the spectra of distant objects and aims to measure 40 million galaxies and quasars in a 5 yr survey. One of the critical challenges to DESI's success was ensuring that the fiber system was not only highly efficient but also delivered a highly stable beam enabling more reliable sky subtraction for measurements of faint objects. We achieved this stability by minimizing the stress on the fiber system during the manufacture and operation of the telescope and fiber positioning robots. We installed the DESI fiber system on the 4 m Mayall telescope with ≥99% of fibers intact, and the instrument has delivered superb optical performance throughout the initial years of the DESI survey, including ≥90% average throughput when injected with a focal ratio of ~f/3.9 as delivered by the primary focus corrector, excluding fiber absorption losses. The design of DESI required multiple innovations to achieve these requirements, such as cleaved fibers bonded with a UV-curing epoxy to glass ferrules in the focal plane and fusion splicing instead of physical connectors. In this paper, we describe the development, delivery, and installation of the fiber system, the innovations that made the state-of-the-art performance possible, and the key lessons learned that could benefit future projects.